Gas engine



(No Model.) 4 Sheets-Sheet 1.

L. H. NASH.

GAS ENGINE.

No. 289,691. v Patented Dec. 4,1883.

(No'ModL) 4 Sheets-Sheet 2.

I L. H. NASH.

GAS ENGINE. No. 289,691.. PatentedDec. 4, 1888.

N. PETERS. PhaivLilhugraphvL Wahinglnln u c.

4 Sheets-Shevet 3.

- Patented Dec. 4

L.H. NASH.

GAS ENGINE.

Illlllllll (No Model.)

N. PETERS. Pinata-Litho ra hy, Walhinglon. O.

- 4 Sheet'sSheef 4. L. H. NASH.

(No Model.)

GAS ENGINE.

- Patented Dec. 4, 1883.

N. PETERS FhoXo-Lillwgrapller, Washinglon. u. C.

I jacket therefor.

U ITED STATES PAT NT Orricn.

LEVIS HALLOOK NASH, OF BROOKLYN, ASSIGNOR TO THE NATIONAL METER COMPANY,OF NEYV YORK, N. Y.'

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 289,691, dated December4', 1883.

7 Application filed April 18, 1883. (No model.)

To mZZ whom it may concern.-

Be it known that I, LEwIs I-IALLOOK NASH, a citizen of V the UnitedStates, residing at Brooklyn, in the county of Kings and State of NewYork, have invented new and useful Improvements in Gas-Engines, of whichthe following is a specification.

In an application for a patent made by me March 19, 1883, I havedescribed and claimed certain matters of invention in a single-acting,gas-engine particularly directed to the saving of the heat abstracted bythe use of a circulation of water usually employed to cool theworking-cylinder, in the form of a water- The heat hitherto lost in theemployment of the water-jacket is by my said invention absorbed by thegaseous-mixture, after compression, in passing over the heated parts ofthe engine on its way to the workingcylinder, and the gaseous mixture isthus utilized asa cooling elementby reason of being compressed at acomparatively cool temperature in the presence of water by the forwardstroke of the piston, and caused to pass from a compression-chamber overand around the hot cylinder and the working parts in its passage to thecylinder from a suitable storing-chamber. The heat thus absorbed fromthe engine by the gas under compression serves to increase its elasticforce within the cylinder, and in this way the compressed working-gasesare used as the medium for preventing the cylinder from being undulyheated, and the heat taken therefrom is saved as an element to increasethe elastic force of the working-fluid.

The invention herein is directed to certain improvements in thegas-engine, whereby itis air, water, and gas into a compression-chamberformed in the forward end of the cylinder, and is compressed by theforward stroke of the piston. The heat produced by the comsupplied tothe ligl1ter3'ets.

will be very small, and gas may not be used at all in thecompression-chamber, but only using gas to effect the lighting of thecharge The liquid fuel injected into the compression-chamber will,

by its evaporation by compression, absorb much of the heat developed bythe compression of the gases, and thus reduce the temperature of theworking-fluid, and to assist in effecting this cooling action cold watermay be injected with the liquid fuel. Provision is made for starting theengine by the pressure of the workingfluid stored in the storagechamber,or by a gaseous fluid formed in the lubricating-chamber by the heatthereof. Two

or more coacting cylinders are combined with a gas-storage chamber whichcommunicates with the compression-chamber of each cylinder, so that thecom-pressed gases are discharged from each cylinder on the forwardstroke of the piston into the storage-chamber,

wherein they accumulate and maintain a suffi cient,pressure to beutilized as a starting power. The burning of the gases within thecylinder serves to heat the engine, and thereby allow it to be operatedby the volatile liquid injected into the heated cylinder.

" "Having thus briefly stated the several matters of my invention, Iwill now more particularly describe the same, reference being had to theaccompanying drawings, which illustrate one form of engine adapted forcarrying it into practical effect.

Figure 1 represents a vertical central section of an uprightdouble-cylinder single-acting gas-engine, showing one piston at thepoint of ignition and the other on its returning stroke. Fig. 2represents a similar sec tion taken at right angles to Fig. 1 throughthe valves. Fig. 3 represents a vertical secscribed.

tion taken centrally between the cylinders, showing the storage-chamberfor the combustible mixture compressed in the compression-chamber. Fig.4 represents a vertical section taken through the valve-chamber of V.Fig. 5 represents a horizontal section taken through the line as x ofFig. 1. Fig. 6 represents a similar section taken on the line y y ofFig. 1. Fig. 7 represents a vertical section through the valves inposition 011 the return-stroke of the piston; Fig. 8, a similar section,showing the valves in position when the charge is being admitted.

I have shown myzinvention as applied to a double-cylinder uprightengine, the cranks being set opposite to each other; but two or morecylinders may be arranged inclined to each other, and the cranks may beset at suitable angles. A single cylinder may also be used when theliquid fuel is employed.

The cylinders A A are single-acting, and are formed within an uprightcase or shell, K, which also incloses the operating parts.

A storage-chamber, D, is formed in the upper part of the case or shell,and extends from the top thereof to below the lower heads of thecylinders, on each side of and beneath said therefrom during the workingof the engine;

but it may be supplied with an explosive mixture by independent means,such as an inde pendent air and gas compression. pump. Thiscommunication is effected by check-valves '0 0 arranged in the storagechamber, and

adapted to open a passage in the lower head of the cylinder, as shown inFig. 1, being closed by a spring and opened under the pressure in thecompression-chamber, so that the storage-chamber D communicates with thecompression-chambers and with the power ends of the cylinders, as willbe presently de- Beneath this chamber the shell incloses the workingparts, and forms a reser-. voir, I, for oil and water for lubricatingthe working parts.

The cylinders are arranged at the top of the case, and are closed attheir upper ends by a removable head, As the working-fluidis stored at acomparatively low temperature,

. eratingparts.

and is in contact with both sides and lower heads of the cylinders, itacts as a heat-ahsorbing medium, and therefore prevents the undueheating of the cylinders and of the op The supply and exhaust valves arealso inclosed by the case, and are subjected to the cooling ofiect ofthe compressed working-fluid.

The forward ends of the working-cylinders form compressiomchambers G 0wherein the volatile liquid is injected, vaporized by compression withair and water, and gas when used,

and forcedinto the storage-chamber D as a combustible vapor, where it isconstantly maintained under compression for use in the cylinder. Theother end of the cylinder is the power end, into which the gases areadmitted by the valves and ignited in any suitable way.

The forward ends of the cylinders A A terminate in open cylinders B 13*,Fig. 6, of less diameter than those within which the pistons P 1? work,and form bearings for the trunks or hollow rods R R, which support thepistons and act as slideways to them. These smaller cylinders B B havesufficient length to form a good bearing and tight joint for the hollowpiston-rods, which open into the lubricating-chamber I, and therebylubricate the piston-rod connections. The pistons 13 P do not touch theworking-cylinders, being supported by the rods R R and provided eachwith a packing-ring, D D", suited to stand a high temperature. H H issuitably secured over the rear ends of the pistons, to protect them fromthe direct contact of the ignited gases. The greatest heat will bedeveloped in the end of the cylin- .der where the gases ignite, and thispart of the cylinder will become very hot, and the cap, working withinthis hottest part of the cylinder, nearly fills it on the return-strokeof the piston, and by making said cap of sufficient length thepacking-ring will be caused to work in a comparatively cool part of thecylinder. Piston-rods R R secured to the caps, pass throughstuffing-boxes in the cylinderhead H and serve to support the pistonsand prevent them from touching the cylinders.

The case is made air-tight when the chamber I is used for theevaporation of gaseous vapor from a volatile fluid, and itis providedwith heads I for access to the working parts. The power-transmittingcrank-shaft S passes through the lower end of the case, and its cranks Kare connected to the piston-rods R It by rods R having a rocking bearingon said pistonfrods and connections R which are connected to the wall ofthe shell K by guide- A hollow cap or cover,

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arms It, in a manner and for the purpose sct forth in mysaidapplication.

The valves V V are arranged in chambers formed in the case K, andcommunicate with each other by a passage, F, formed at the top of thecase, and communicating by the opening a with the storage-chamber D bythe set quartering with the crank K, so as to open the ports of saidvalve V throughout the full stroke of the piston. This valve V alsocontrols the exhaust, the admission of the products to thecompression-chamber O, and the admission of the compressed gases to thecutoff valve V arranged to communicate with the valve V through thepassage e. For the purpose of starting the engine, the passage 6 isconnected by the pipe d with the cylinderpassage f, so that the valve Vmay operate the engine independently of the cut-off valve V while theengine is being started. The valve V operates to cut off the admissionof the charge to the cylinder when the cook a of the pipe (1 is closedto light the charge and to operate the lighter-jets. The compressedgases are admitted to the valves V V through the passage F from thestorage-chamber D, while the pipes W W serve to admit the water and fuelmixed together into the'valveports 1" i of the valve V, whence it isadmitted into the compression-chambers O O. The valve V has alighter-space, L, within which an internal lighter-jet, J, burns, and issupplied through the pipe 19, an external jet, J, being arranged torelight the internal jet, J, at each stroke of the piston from the samesup- 1 p f he lighting of the charge by means of the jets is the same asthat usually practiced ,in

gas-engines; but I may employ any suitable means for ignition, as by theelectric spark, in which case the use of gas may be dispensed with afterthe engine is in operation with the liquid fuel.

The valves shown are adapted to operate the engines in one directiononly butI do not limit myself to the use of any particular form ofvalve, nor to its application to an engine having a fixed point ofcut-off, but may use any approved form of valve or operating mechanismwith a variable cuteoff, or to run either backward or forward.

The liquid fuel may be injected into each compression-chamber, or intoone of them, and after passing through the valved opening therein willfall into the storage-chamber D, where the fuel not previouslyevaporated by the heat of the compression will be evaporated by contactwith the hot engine-walls, so that its vapor will become mixed with thecompressed gases in said storage-chamber.

Engines having a variable cut-off may be operated by simply lighting themixed gases as they flow into the power-cylinders,in-starting the enginewhen cold, from the gas in the storage-chamber; but I have shown asimple method of starting the engine provided with a fixed cut-off bymeans of the gases stored in the chamber around the cylinders. WVithsuch a cut-off the valves operate to admit the gaseous charge at thebeginning of the stroke, and to continue the admission of the gasesthroughout the stroke, except during thetime when, the gases having beenignited in' the cylinder, the pressure of the gases therein is greaterthan that in the storage-chamber, at which time acheck-valve, 0, in thepipe at prevents the return of the gases in the cylinder to thestorage-chamber.

To start the engine when-there is a suflicient pressure of the gases inthe storage-chamber to drive it, the operating-valves are opened and theengine will move under such pressme, and since the valves areconstructed to operate through the full stroke of the engine it can bestarted from any part of the'stroke not on the dead-center. As soon as apiston has reached the point at which the ignition of the charge takesplace, the explosion of the same will drive the engine forward, at thesame time closing the check-valve c or 0 in the pipe d or d", andthusprevent further admission of the compressed gases during thisstroke, unless the pressure of the exploded gases in the cylinder shouldfall by expansion and loss of heat to a lower point than the pressure ofthe gases in the storage-chamber. In such case the engine would becaused to complete its stroke by a further admission of compressedgases. The pressure of the gases in the storage-chamber will bemaintained by the fresh supply of the liquid fuel, which will becompressed in the compression-chambers 0 G and delivered as combustiblevapor in the storage-chamber D at each stroke of the piston; for, sincethe gases in the power-cylinder are hot, it will not take such a largequantity of the cold gases from the storagechamber D as to exhaust thelatter before the engine is in operation. It will thus be seen that inorder to start the engine it is only necessary to have a sufficientpressure of gas in the storage-chamber to overcome'the friction of theengine. If the engine has been at work and only stopped for a shorttime, there will be a sufficient pressure of gas in the storagechamberfor the purpose; but if it has been stopped for a long time it will befound that the pressure will not be sufficient by reason'of leakage. Toproduce sufficient pressure in such case, I provide an air-compressionpump of sufficient capacity to compress enough air and gas tofill thestorage-chamber and connect it with the pipe 19 Fig.2, which pump may beworked by hand or otherwise. As soon as a sufficient pressure isobtained in the storage-chamber the engine can be started, as stated. Asthe power-cylinders and the hollow piston-rods are surrounded by thecompressed gases, they are kept from being unduly heated, because thegases will be very much colder than the powercylinder, and thereforewill abstract heat from it.

The operation of the coacting pistons and their valves being identical,it will be sufficient to describe the operation only of one of thepistons and its valves.

The engine having been started and the piston 1? being onits'back-stroke, air enters the compressionchamber 0 through the port2', as

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the latter is opened and closed by the valveport z" in the valve V, theair-entrance being formed in the wall of the shell, as shown in Fig. 4.Gas is admitted through the pipe 9 into the port 1'? of valve V, as inFig. 7, when it enters the port 2" of the same valve, while the liquidfuel and the water mixed together i are admitted through the pipe WVinto the same valve-space, the whole passing into thecompression-chamber 0 through the port 2". At the same time the wastegases are expelled through the port 0. \Vhen the piston has completedits back-stroke, the valves are in the 'position' shown in Fig. 8, theoutlet-port O is closed, and the ports 6, g, and IV also closed by thevalve V, so that the forward stroke of the piston compresses the liquidfuel and gases contained in the compression-chamber O, forcing themthrough the stop-valve cinto thestoragechamber D. At the beginning ofthe forward stroke of the piston the port of valve V opens communicationthrough the port h with the inlet-passage F, and through the port 6 withthe port m of valve V, so that the compressed charge passes from thestorage-chamber D through ports and passagesF, h, k, e, m, and f to thecylinder-space A, until the valve V closes said communication with thecylinder-space A by closing the port f, which is shown in Fig. 2 as juston the point of being closed by the valve V At this time the port .15 ofvalve V will be full of gas, which has entered through the pipe 9. Thevalve V now opens communication with the storage-ohan1- ber D, Fig. 8,through port 8, so that the compressed gases, entering at s, will carryin with them the gas contained in i and 1" through port 1-, which isopened by port n of valve V and hence they will pass through the passageL into the passage f, where they will issue near the lighter-valve V Atthis instant the valve V opens communication between the lighterspace Land passage f, so that the flame issuing from the lighter-jet J iscommunicated to the gas issuing from L, and thence to the charge. Thevalves are shown in the positions they occupy, respectively, in Fig. 2just previous to the instant of ignition, in Fig. 7 on the return-strokeof the piston, and in Fig. S during the admission of the charge.

I have shown and described my invention as applied to two coactingsingle cylinders; but it is obvious that I may construct asingle-cylinder engine to operate in the same manner.

In starting the engine when cold, the throttle-valve to, Figs. 8 and 5,is closed, and a mixture of gas and air, under pressure, is admitted tothe storage-chamber D through pipe 19 and cock (6. The cook a in thepipe (1 is now opened, making free communication between the port 6,operated by valve V, and the cylinder-passagef, leading'to thecylinder-space A. The cook a" is also opened for the same object withrelation to the cylinder-space A".

The throttle-valve a now being opened, the pressure of the compressedgases is admitted through the passage F to port h, and through port isof valve V to port 6 it passes through the pipe d and the port f intothe cylinderspace A, driving the piston 1 forward until it hascompleted. its stroke, during which time the piston P is making itsreturn-stroke. The valve V now closes the ports 6 k and opens theexhaust-port O for the return-stroke of the piston 1?, while thecorresponding valve of piston P opens communication with the passage Fthrough its ports 6 71?, Fig. 5, so that the compressed gases pass intothe cylinderspace A through the pipe d and port f thus driving thepiston P forward. As soon as the piston P has reached the point wherethe gases are ignited, the ignition of the chargeis effected by thelighter-valve V, and the ex plosion of the charge closes the check-valve0 of the pipe 61 thus closing all the communication with thestorage-chamber D until the pressure in the cylinder-space A becomesless than that in the storage-chamber, at which time more gas will enterthrough the pipe 0?, completing the stroke of the piston P Bothcylinders now operate as described, and the engine-case is graduallyheated by the ignition of the gases at each stroke, and the cocks a? anda are now gradually closed, thus making the engine operate as a simpleexplosivegas engine. When the engine is sufficiently hot, liquid fuel isadmitted to one or both of the cylinder compression-chambers O or Othrough the pipe W or V Fig. 5, with water for admixture with theentering air and gas. As fast as the liquid fuel is evaporated thesupply of gas may be diminished until the engine is operating by thevapor of the liquid fuel, the gas being used to operate the lighter thatis to say, after the engine is in running order, I gradually admit theliquid fuel through the pipes \Vand WV until the engine is operating byliquid fuel alone, gas being only supplied to the lighter-jets J Jthrough the pipe I have thus described a simple means of starting agas-engine wherein the point of cutoff is fixed by the connecting andoperating mechanism of the cut-off valve so as to occur in a definiteportion of the stroke; but it will be understood that my invention isnot limited to an engine operating inthis way, but it may be applied toan engine operated by a variable cut-off as well, by adjusting thecut-off so as to first admit the gases through the full stroke andlighting the mixture as it enters the power-cylinder, then causing theengine to cut off shorter until it is in full operation and sufficientlyheated to operate as a simple explosive-gas engine. The important matterof this part of my invention consists in the operation of starting theengine by the pressure of the stored working-fluid, in which the engineis first operated by the pressure of said fluid as a simplecompressed-air engine,

case.

charge in the same manner as gas-jets.

then heated by the ignition of the gases, and, when the engine is hot,changing the operation of the engine by suitable valve mechanism tooperate as a simple explosive-mixture gas-engine.

I have described the engine as being operated by a combustible mixtureproduced from the liquid: fuel, air, and gas, which has been admittedinto the compression-chambers O and 0 but I may operate the engine bythe vapor of a volatile oil which is injected in the lowerlubricating-chamber, I, of the inclosing- This chamber I, besidesserving as a reservoirfor oil to lubricate the working parts, may beutilized as an air-tight storagechamber for gaseous vapor for operatingthe engine. This maybe done by injecting a volatile fuel through anexternal pipe, 12, entering the case, the heat of which will evaporatethis fuel, so that the upper part of the chamber I will be filled withthe vapor of the fuel and water, which may be used for the purposestated. An external pipe, f, provided with a controlling-cock, a, leadsfrom the chamber I to the pipe 9 by which the lighter-jets are suppliedwith this combustible vapor to light the A pipe, 10 provided with acontrolling-cock, a leads from the chamber I to the gas-supply pipe 9,by which the engine is supplied with the gaseous vapor thus produced bythe volatile fuel. A similar pipe may connect the pipe 9 with thechamber I for the same purpose,

In operating the engine by means of vapor produced in the chamber I,said chamber forms an evaporator for the liquid fuel, and theintroduction of air therein is not necessary, the gaseous vapor beingsupplied to the pipe 9 to operate the engine in the same manner as whengas is used. The vapor from the volatile fuel acts the same as gas, andwhen the engine is operated by gaseous fuel the chamber I forms thesource of supply.

vA governor may be applied to the cocks of the supply-pipes 39 tocontrol the supply of the gaseous vapor to the engine. These pipes pfp"form an outside communication of the chamber I with the engine; but suchcommunication may be made through cored passages in the engine-case. Anexternal pipe, (1 controlled by a cook, a, connects the chamber D withthe lower chamber, I, by which compressed air may be caused to entersaid chamber I, and thus drive the gases contained in the latter intothe engine. In this case the air and vapor will enter the chamber Dthrough the valves 2) o and be compressedin the cylinder-chamber, thesame as when using gaseous fuel to operate the engine.

It is also obvious that the engine may be operated by a working-fluidproduced at the same time in the storage-chamber D and in thelubricating-chamber I, as described, the two supplying-chamberscommunicating with the valve system of the engine, as shown and stated,or in any suitable way, so long as the engine is constructed and isadapted to produce the gas by which it is operated from a liquid fuelcapable of being evaporated in the presence of heat and undercompression.

In the construction shown the volatile liquid fuel is injected into theengine-case upon the heated working-connections to produce gas foroperating the engine 5 but the same result may be obtained by casting achamber anywhere contiguous to a heated portion of the engine casing orcylinder, into which the volatile liquid may be injected, and thegaseous vapor used, as stated, from chamber I.

The construction of the engine provides four steps in methods ofoperation: first, by means of gas and air, as in ordinary gas-engines;second, by means of gas and liquid fuel injected into theair-compression chamber or pump, so that the fuel is stored with the airin the chamber D and used as described, gas being-used to effect thelighting; third, by liquid fuel injected into the compressionchamber andmingled with air; and, fourth, the chamber I is used to evaporate liquidfuel, because it is hot enough to do so, and the vapor of this fuel isconducted to the gas-supply pipes of the engine to operate it. The gasesstored in the chamber D are alone sufficient to start the engine inoperation, and in this operation it will be necessary to use a supply ofgas, or a combustible vapor of oil from any source, when the engine iscold.

When the engine is operated by liquid fuel injected within theair-compression chamber, it will develop a steady power, as for a marineengine; but when it is desired to operate the engine with a variablepower it is best to do 'so by means of fuel injected within the chamberI, the amount of gaseous fuel supplied to the engine-case beingregulated by the supply-cock a, Fig. 2. If desired, such supply may beregulated by a governor.

The two last-described methods of operating the engine may be eitherused together or separately.

The engine may be operated by por supplied from the chamber I by thepipe 12", the lighter being supplied through the pipe 1 or vaporproducer, and forms the gas-supply. When liquid fuel is injected intothe compression-chamber O or 0 gas is not needed there, as the liquidwill furnish all the fuel required to run the engine, gas only beingsupplied through the pipe 10 to effect the lighting. When the chamber Iis not used for producing gaseous va- In this case the chamber I is onlya gas" the working-fluid, as stated, it is used for coolthecompression-chamber, and thus work as a engine indefinitely. I may nowout off the supply of gas from the pipes g and g and operate the engineby liquid fuel, which will be injected into the compression chamber andcompressed with the air.

I have stated that the fuel and water may be admitted through the samepipe mixed together; but a separate pipe may be used for each, ifdesired.

In Fig. 5 the watersupply pipes NV and W are shown, and the air and gassupply pipes g and g and it will be understood that these supply-pipeshave corresponding relation to valves of both operating-cylinders, whilein Fig. 2 is shown the pipe WV through which liquid fuel, with water, isinjected into the chamber I, and the vapor produced therefrom used tooperate the engine, as described. It will, however, be understood,referring to my application filed July 5, 1883, that I do not claimherein anything claimed in said application, the same subject-matter ofinvention being shown and described herein which is specifically claimedtherein.

I claim- 1. A gas-engine cylinder adapted to vaporize a liquid fuel, incombination with a stor age-chamber into which a gaseous mixture isforced by the working-piston, substantially as described.

2. A gas-engine cylinder provided with a combustion and a compressionchamber, the latter being adapted to vaporize a liquid fuel, incombination with a storage-chamber for a compressed gaseous mixture,having suitable inlet and outlet valves, substantially as described.

' 3. The combination, in a gas-engine, of one or more single-actingcylinders having pistons adapted to divide each cylinder into areceiving and compression chamber for the fuel, and a chamber for thecharge of combustible gases, with a storage-chamber for the compressedgases, having suitable valved communication with the compressionchambers and the charge-receiving chambers of the cylinders,

whereby the compression-chambers of the sevstructed and adapted foroperation substantially as described, for the purpose specified. 5. Themethod of operating a gas-engine,

which consists in injecting liquid fuel direct into the cylindercompression-chamber with a supply of air, and discharging the gasesproduced from said liquid fuel under compression into a storage-chamber,whence they pass into the power-cylinder for operating the engine,substantially as set forth.

6. The method of operating a gas-engine, which consists in injectingliquid fuel direct into the cylinder compression-chamber with a supplyof air, discharging the gases produced from said liquid fuel undercompression into a storage-chamber for supplying the power-cylinder, andlighting the charge by a separate supply of gas, substantially asdescribed.

7. The method of operating a gas-engine, which consists in compressingthe air and combustible within a storage-chamber, using the pressure ofthe stored combustible fluid to start the engine, burning the saidcombustible fluid within the cylinder'to heat the engine, and finallyoperating the engine as an explosive-gas engine, substantially asdescribed.

8. The piston-connections of a gas-engine, inclosed by the chamber I,wherein water is injected to cool the engine-case and said connections,as described.

9. The method of producing an explosive gaseous mixture, which consistsin injecting liquid fuel with air into a chamber, compressing the same,and vaporizing the liquid by the heat produced by compression,substantially as described. I

10. The method of operating a gas-engine, which consists in injecting aliquid fuel with air into a compression-chamber, absorbing a part of theheat developed by compression, and then reducing the temperature of theworking-fluid, substantially as described.

11.. The method of reducing the temperature of a compressed gaseousmixture and cooling the working parts, which consists in injecting intoa compression-chamber liquid fuel mingled with cold water, substantiallyas described.

12. The combination of the cylinder-valves V V passage F, throttle-valvea, and the storage-ch amber D, substantially as described.

13. The valve V, eccentric y, set quartering to the crank, to open theports of said valve V throughout the full stroke of the piston, incombination with the cut-off valve V and through-passage e,substantially as described.

14. The combination of the valve V, passage e, pipe d, andcylinder-passage), whereby the engine may be started independently ofthe cut-off valve.

15. The combination of the compressionchamber, pipes for admitting fueland water thereto, and a valve for controlling the same, substantiallyas described.

16. The method substantially herein described of operating a gas-engine,which consists in introducing therein a charge of air and gas undercompression, and working the engine therewith until the parts havebecome and discharging. the gaseous product into a heatedsufficiently tovolatilize a liquid fuel, storage-chamber, from which it is conductedthen. injecting such liquid. fuel into acomprest0 the working-cylinderin charges. sion-chamber and continuing the operation by 'In testimonywhereof I have hereunto set my 5 means of the gaseous mixture evolvedfrom hand in the presence of two subscribing wit- I 5 the liquid fueland air. nesses.

17. The method substantially herein de- LEWIS HALLOOK NASH. scribed ofoperating a gas-engine, which con- \Vitnesses:

sists in injecting liquid fuel into a compres- A. E. H. JOHNSON, r0sion-ehamber with a supply of water and air, J. NV. HAMILTON JOHNsON.

